Coordinating Movements of Autonomous Vehicles to Direct Autonomous Vehicle Maneuvering

ABSTRACT

A method includes receiving, by a computing device of an autonomous vehicle of multiple autonomous vehicles, instructions to travel to a target location, determining, by the computing device of the autonomous vehicle, that the autonomous vehicle is blocked from traveling to the target location by one or more blocking autonomous vehicles of the multiple autonomous vehicles located at one or more blocking locations, and causing, by the computing device of the autonomous vehicle, coordinated movements by the autonomous vehicle and the one or more blocking autonomous vehicles to be performed to allow the autonomous vehicle to travel to the target location, wherein the coordinated movements include at least one of the blocking autonomous vehicles returning to its respective blocking location after allowing the autonomous vehicle to travel to the target location.

PRIORITY

This application is a continuation under 35 U.S.C. § 120 of U.S. patentapplication Ser. No. 16/567,915, filed 11 Sep. 2019, which is acontinuation under 35 U.S.C. § 120 of U.S. patent application Ser. No.16/014,711, filed 21 Jun. 2018, now U.S. Pat. No. 10,452,079, which is acontinuation under 35 U.S.C. § 120 of U.S. patent application Ser. No.15/296,155, filed 18 Oct. 2016, now U.S. Pat. No. 10,216,196, which is acontinuation-in-part of U.S. patent application Ser. No. 15/171,119,filed 2 Jun. 2016, now U.S. Pat. No. 9,494,943, which is a continuationunder 35 U.S.C. § 120 of U.S. patent application Ser. No. 15/047,781,filed 19 Feb. 2016, now U.S. Pat. No. 9,384,666, which is acontinuation-in-part of U.S. patent application Ser. No. 14/837,114,filed 27 Aug. 2015, now U.S. Pat. No. 9,298,186, which is acontinuation-in-part of U.S. patent application Ser. No. 14/611,253,filed 1 Feb. 2015, now U.S. Pat. No. 9,139,199; U.S. patent applicationSer. No. 15/296,155, U.S. patent application Ser. No. 15/171,119 andU.S. patent application Ser. No. 15/047,781 claim the benefit under 35U.S.C. § 119(e) of U.S. Provisional Patent Application No. 62/276,895,filed 10 Jan. 2016; U.S. patent application Ser. No. 15/296,155 claimsthe benefit under 35 U.S.C. § 119(e) of U.S. Provisional PatentApplication No. 62/306,678, filed 11 Mar. 2016. Each patent applicationidentified above is incorporated herein by reference in its entirety toprovide continuity of disclosure. Furthermore, where a definition or useof a term in a reference, which is incorporated by reference herein, isinconsistent or contrary to the definition of that term provided herein,the definition of that term provided herein applies and the definitionof that term in the reference does not apply.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not Applicable.

BACKGROUND OF THE INVENTION Field of the Present Invention

The present invention relates to a method of operating autonomousvehicles.

Background Concerning the Need for the Current Invention

Use of vehicles requires parking them whenever they are not beingloaded, unloaded or moved between locations. The cost of parking spacesis substantial especially in high-density built up areas, and efficiencyin use of space is of economic importance. For many activities,availability of sufficient parking space is the critical factor indetermining the feasibility of an access strategy.

A vehicle occupying a nominal space of 16×8 feet theoretically occupies128 square feet of space, and an area of an acre would hold 340 vehiclestightly packed in such spaces. Realistic estimates of the number ofvehicles that can park in an acre are less than half of that number inthe neighborhood of 150 vehicles. This is because of the need for spacefor drivers to enter and exit the vehicles and for the vehicles to enterand exit the parking spaces.

It is usually necessary in parking vehicles to be able to access orextract any vehicle at random. If vehicles are parked bumper to bumperin close columns, it is necessary to move other vehicles to access thedesired vehicle. This is costly in terms of access delay and in terms ofthe time and effort necessary. Even parking two rows of cars tightlyagainst a wall is done only when the need is great and the expense ofadditional space is large.

There are situations where random access is not needed. For example,when cars are being loaded onto a ship or ferry to cross a river or anocean they are often tightly packed. It may even not be possible for aperson to revisit a vehicle to recover a forgotten item until the boatis unloaded vehicle by vehicle after arrival at a destination. In thesesituations, the deck space of the vessel is extremely valuable, and theneed for sequential and coordinated loading and unloading is justified.The time expended by drivers and by vessel crew in directing drivers issubstantial.

Thus, closely packing vehicles is normally avoided to provide accesswith a reasonable delay and with reasonable effort on the part ofdrivers.

Remotely controlled vehicles which require no driver in the vehicle andfully or partially autonomous vehicles which require no driver at allare now known technology and are entering the marketplace. Simultaneousoperation of several or many of these vehicles is feasible in a way thatit is not for human driven vehicles. The Current Inventive Conceptconcerns methods for using simultaneous operation of multiple vehiclesto perform the access, entrance and exit of vehicles in closely packedarrays.

Technologies Related to Embodiments of the Current Inventive Concept

The technologies listed in this section are well known to practitionersof their respective arts; but any one technology may not be known to apractitioner of the art of another technology. They are useful and areemployed in the implementation of specific embodiments of the CurrentInventive Concept. They are pointed out here to be available in thatimplementation.

Remotely controlled model vehicles are widely used by hobbyists. Theyhave as many dimensions of control as is desired by the user based onbudget considerations. They are typically used by direct observation bya remote driver. Some have video links to give information to the userfor driving or simply for observation.

Tracked or guided autonomous vehicles are used in industrial situations.They may follow various guidance methods with fixed guidance devices intheir paths. They may accept dynamic orders for destinations fromcentral controllers.

Autonomous vehicles for use on public roads are at the prototype stageof development. They use a rich array of sensors and complex algorithmsto control their paths. They have self-contained computers to implementtheir functions.

Communication links to vehicles of many kinds are commonplace. They mayset destinations by methods as simple as calling the cell phone of adriver to tell that driver where the vehicle should go. Other linksmonitor conditions.

BRIEF SUMMARY OF THE INVENTION

Because this application is a continuation-in-part the material in thefirst part of this specification is primarily from the parentapplications.

A method of coordinating a convoy of vehicles is claimed. At least oneof the vehicles is an escort vehicle which accompanies at least oneescorted vehicle along a route. The escort vehicle positions itself toguide the escorted vehicle either by the position itself as when itleads the convoy and escorted vehicles are instructed to follow anescort vehicle or by passing messages to the escorted vehicles.Positioning the escort vehicle in or near the moving convoy assists inthe expedition of the convoy in at least two ways—it allowscommunication to the escorted vehicles and it allows the sensing ordetermination of conditions along the route.

The escort vehicle can be equipped in various claims with sensors orcommunication gear. It can be mechanically linked to one or moreescorted vehicles. The escorted vehicles can be instructed by a zoneauthority to join the convoy and zone rules may govern the interactionbetween vehicles and escorted vehicle movements and behavior.Communications may be by positioning, signals or by visual displays. Theescorted vehicle may be disabled or unpowered.

In other embodiments or claims multiple convoys may be coordinated usingthe facilities described above.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

FIGS. 1 to 27 appear in the parent application. Higher numbered FIGS. 28to 38 are introduced in this application.

The features and advantages of the various embodiments disclosed hereinwill be better understood with respect to the drawing in which:

FIG. 1 is a plan view of a parking area with a selected vehicle to beaccessed.

FIG. 2 is a plan view of the parking area of FIG. 1 with a cyclicshuffle step in progress.

FIG. 3 is a plan view of the parking area of FIG. 1 with a cyclicshuffle step completed.

FIG. 4 is a plan view of a parking area showing vehicles parted fortemporary aisle exit path. The parting is also shown as a method ofaccessing vehicles for loading while still in an array.

FIG. 5 is a plan view of a parking area showing vehicles parted for adiagonal exit path.

FIG. 6 is a plan view of a simple parking array with only four vehiclesand central processing in a vehicle.

FIG. 7 is a plan view of the array of FIG. 6 after a request to access avehicle is partially processed and movements are partially made.

FIG. 8 is a plan view of the array of FIG. 6 after a request to access avehicle has completed movements and the vehicle is ready for access.

FIG. 9 is a block diagram showing the relation of the centralprocessing, the control network and the vehicles to be controlled.

FIG. 10 is a block diagram showing the relation of components in anembodiment with central processing in a vehicle and sensors in vehiclestransmitting to the central computer.

FIG. 11 is a diagram showing the relationship of sets of entities to becreated as the task of accessing a vehicle or vehicles is being brokendown into movements.

FIG. 12 is a plan view of the two vehicles to be built from kits in asmall scale embodiment with an additional computer for use as a remotecontrol.

FIG. 13 is a flow chart of the programming steps for a small scaleembodiment.

FIG. 14 is a plan view of an embodiment of vehicles as loaded on a ferryor ship.

FIG. 15 is a plan view of vehicles ready to be loaded on a ferry orship.

FIG. 16 is a plan view of a small scale embodiment receiving an arrivingvehicle.

FIG. 17 is a plan view of a small scale embodiment finishing receivingan arriving vehicle.

FIG. 18 is a flow chart of the programming steps for a vehicle to bereceived in a small scale embodiment.

FIG. 19 is a flow chart of the programming steps for a blocking vehiclein a small scale embodiment.

FIG. 20 is a plan view of a simple embodiment of the invention of thedisclosure which shows control of a stream of vehicles through a singlelane restriction.

FIG. 21 is a diagram which shows the information flow for autonomousoperation in the controlled zone.

FIG. 22 is a diagram which shows the information flow for operation inthe controlled zone with continuing control by the zone authority.

FIG. 23 is a plan view of an embodiment of the invention of thedisclosure which shows operation with a zone operator providedcommunication and operational device.

FIG. 24 is a plan view of an embodiment of the invention of thedisclosure which shows operation with the addition of controlled driveroperated vehicles to automated vehicles.

FIG. 25 shows a display and communications device to be supplied todriver operated vehicles by the zone operator.

FIG. 26 is a plan view of an embodiment of the invention of thedisclosure which shows operation in an indoor loading area.

FIG. 27 is a plan view of an embodiment of the invention where thecontrol rules allow access to limited areas for security purposes.

FIG. 28 is a plan view of a platoon of vehicles operating with an AVcontrol vehicle.

FIG. 29 is plan view of a platoon of vehicles with sensors used to makepiloting quicker and safer.

FIG. 30 is plan view of a platoon of vehicles operating with wide areasurveillance by a control vehicle.

FIG. 31 shows front and side views of an escort vehicle.

FIG. 32 shows protection escort operations with a VIP vehicle.

FIG. 33 shows high speed escort operation with a VIP vehicle.

FIG. 34 shows multiple platoons of escorted vehicles being coordinatedwith each other and traffic signals.

FIG. 35 shows an embodiment of a convoy of vehicles for general trafficcontrol.

FIG. 36 shows an embodiment with a convoy of snowplows.

FIG. 37 shows a convoy of police vehicles capturing a fugitive vehicle.

FIG. 38 shows a convoy of trucks which are following closely forefficiency.

DETAILED DESCRIPTION OF THE INVENTION AND EMBODIMENTS Definitions

The definitions given in this section are intended to apply throughoutthe specification and in the claims.

An autonomously driven vehicle is a vehicle which makes movementsdecided by a non-human decision system that is part of the vehicle.These movements may be done in the implementation of a received commandto make a larger scale movement.

An autonomously directed vehicle is a vehicle which receives andexecutes without human action commands to make a sequence of movements.The received command may contain sufficiently detailed information tocompletely define the movements or details of the exact movement may besupplied by sensors and results of processing equipment that is part ofthe vehicle.

Autonomous vehicles include both autonomously driven vehicles andautonomously directed vehicles. It should be noted that the computeroperating an autonomous vehicle is not necessarily able to solve themany problems for use of a vehicle on public roads, but is only requiredto be able to command a movement or sequence of movements without humanaction in executing the command. Autonomous vehicles are also referredto as driverless vehicles.

A central computer is an information processing device which directs orcoordinates movements of multiple vehicles. It can be located in thevehicle storage or parking facility, remotely or in one of the vehicles.

A column of vehicles is a single vehicle or a group of vehicles intandem. The vehicles, if more than one, are spaced substantially in thelongitudinal direction, forward or backward from each other. Thevehicles may not be precisely aligned in the lateral dimension. It issufficient if they overlap enough to limit motion of at least onevehicle in the column.

A cyclical shuffle is a rearrangement of the vehicles in a parking areaor areas by moving vehicles from the front of each of one or morecolumns of vehicles, moving the remaining vehicles forward in theirrespective column or columns and placing the vehicles removed from thecolumns in the back of the columns.

A marker is a device which is to be the target of a measurement ordetection from a sensor. It may be optical or electronic or work in someother way. Markers include paths marked on surfaces by any meansincluding painted lines and cables emitting electromagnetic signals. Amarker can be in a fixed position or on a vehicle.

An open shuffle is a rearrangement of the vehicles in a parking area orareas by moving vehicles from the front of each of one or more columnsof vehicles, removing one or more of the moved vehicles from the parkingarray, moving the remaining vehicles in the columns forward in the theirrespective column and placing any remaining vehicles removed from thecolumns in the back of the columns.

Parted vehicles are vehicles in a parking array that have been moved tocreate an aisle or path for passage of a vehicle being moved or foraccess by a user.

A row of vehicles is a group of one or more vehicles side by side.

A selected vehicle is one that is to be accessed. There are oftenmultiple selected vehicles.

A vehicle control network is a communications network allowing a centralvehicle control computer to command coordinated movements of multiplevehicles. It may only give destination information for relatively shortmovements of vehicles or it may handle two way detailed control ofactuators and sensors in the vehicles.

Description of the Preferred Embodiment

Some of the many embodiments are here described in greater detail togive clearer understanding of the inventive concept and to show theinventors preferred mode of employment of that concept.

A situation is envisioned where a fleet of small autonomous vehicles arestored in an area with a high cost of space, such as in a city center,and used to make deliveries over nearby areas. The vehicles are parkedin an array of closely spaced columns. Some of these columns are tooclosely spaced to allow access by drivers, the cargo or loading machinesor personnel. Some vehicles in the columns are parked bumper to bumperso that only the first and last vehicles in the columns can move. Thereare access aisles at the ends of the columns leading to exits from thevehicle storage area. This situation is illustrated in FIG. 1.

First, consider a requirement to extract a random selected vehicle 20from the array. If this is the only vehicle required to be accessed, astrategy here called cyclic shuffling can be employed. One or morecolumns are selected and one end of each column is designated as thefront. Vehicles are moved from the front of a column, the remainingvehicles in the column are moved forward and a vehicle from the front ofa, same or different, column is put in the back of the column. This isespecially effective if columns facing in opposite directions areemployed to allow a short movement for the vehicle being moved. Theprocess is illustrated in FIGS. 1-3 in the simple case of employment ofa pair or columns. This process, if performed twice, brings selectedvehicle 20 to the end of the column from which position it can leave thearray.

Next, consider that the requirement is to access several vehicles.Efficient access for exit of the several vehicles can be achieved bycyclic shuffling with selected vehicles in multiple columns of aspecific shuffle pattern. When a vehicle to be accessed reaches the endof its column, it can exit and if necessary more shuffle movements canbe made. A process to access multiple vehicles under the control of acentral computer can select the columns to include in a shuffle patternto access multiple vehicles efficiently.

Many other patterns to manipulate the vehicles in an array exist. Asophisticated planning algorithm may be implemented on the system'scentral computer use much more complex patterns than those of cyclicshuffling.

If it is desired to preload cargos into many vehicles in an array beforeaccessing the vehicles for exit, a strategy of forming temporary accessaisles may be appropriate. The central computer can split columns andmove the portions of the vehicles in opposite directions. This isillustrated in FIG. 4, where five columns 31 are split into subcolumns32. The resulting temporary aisle 33 allows access to two vehicles ineach original column for loading of cargo. Moving vehicles within thespace of the original columns twice more allows access to all vehiclesin the original columns at other temporary access aisles 35.

Description of an Alternate Embodiment

A parking requirement is envisioned with a small business serving astream of autonomous vehicles bearing customers for the business. Thebusiness in located in an area where space is expensive and has use of alimited parking area which is able to store only four vehicles in twoclosely spaced columns of two vehicles in tandem. The situation is shownin FIGS. 6 to 8 of the Drawing. The vehicle under autonomous controldischarges the passenger at the entrance to the walkway 42 to thebusiness and parks in the array 41.

All vehicles which are permitted to use the parking array are enabled tocommunicate in a vehicle control network and be controlled by a centralcomputer, which can be a computer in one of the controlled vehicles orin another location but is here assumed to be in the subject vehicle 20.In the specific embodiment being described, vehicles in the parkingarray use the sensors 108 (see FIG. 10) provided as part of theirautonomous driving equipment to determine their own location andlocations of other vehicles and transmit that information to the centralcomputer in the subject vehicle 20. The central computer computes andcreates a mapping of the relative and absolute locations of vehicles touse in calculating movements.

Description of Components of the Methods in Various ImplementationsHerein Contemplated.

The central computer 101 is used in various implementations to acceptrequests for access. The requests are accumulated until a batch isformed. A batch may consist of all the requests pending or a subsetbased on the results of an algorithm which considers urgency of request,type of request, efficiency of the batch composition for simultaneousmovements or other factors in combination. Further algorithms compute aset of movements for the vehicles that will result in the desiredaccesses. The movements are communicated to the vehicle control systemsof each vehicle for execution. The movements may be transmitted inbatches, movement by movement or in even smaller increments that combineto compose movements.

Sensors to track the current location of vehicles are used in manypossible implementations to provide feedback to the central computer.They may detect presence of other vehicles or make measurements ofdistances from the vehicle with the sensor to another vehicle or a makerprovided in the parking area. The measurements or other informationprovided by the sensors can be transmitted to the central computer. Somepossible implementations may work in an open loop mode and rely onvehicles becoming located in the position resulting from successfulexecution of a commanded movement. Other implementations may use aclosed loop mode and correct the position considered by the centralcomputer as current in projecting movements based on feedback fromsensors.

Sensors located on vehicles can be used in various ways. Thecommunication path from a vehicle to the central computer may bebidirectional and return to the central computer information based onthe sensors. In another mode of operation the sensors may be used toallow the vehicle to perform operations transmitted in a high level formfrom the central processor by handling details and sub motionsautonomously. The information from vehicle sensors located in multiplevehicles may be coordinated by the central processor to form an overalllocation model of a part of the vehicle array or the entire vehiclearray. For example, a vehicle which is designed to function autonomouslyon the public roads will require sensors to measure the distance tonearby vehicles. This information can be used by the central computer todetermine the relative location of not only the sensing vehicle butother nearby vehicles. Sensors located on vehicles may also be used tolocate vehicles relative to fixed markers in the parking facility, thegenerally available Global Positioning System or a local positioningsystem.

Sensors located in the array facility may be used to locate vehicles bysensing the vehicles or markers placed on the vehicles. Thecommunication system that connects the central computer may incorporatesignals, circuits or devices to measure the location of the transmissionof the signals from a vehicle and may pass that information to thecentral computer.

A communication system is provided to allow the central computer tocommunicate movement information to vehicles. The system can be part ofa vehicle control network operating only in the area of this parkingsystem or can be a usage of a wider area communication system. Thesystem in some implementations is one way and only delivers informationto the vehicles; but in many implementations it works in a bidirectionalmode and delivers information from the vehicle. This information canconcern the location of the vehicle, the location of other vehicles, thestatus of commands being received or acted upon or other data.

Vehicles are visualized as being in columns placed in a parking area.Columns of vehicles are single vehicles or vehicles placed end to endor, equivalently, in tandem. Many of the vehicles in these columns areplaced with other columns of vehicles placed sufficiently closely toprevent vehicles from leaving the column except at the ends of thecolumns. A selected vehicle in the interior portion of a column is movedcloser to an end of the column for access by moving a vehicle from theend and moving the selected vehicle and any vehicles between theselected vehicle and the end toward the end. The removed vehicle can bemoved to the other end of that column or to an end which has been openedin another column by moving vehicles in more than one column.

Many parking areas in this system will have space at the ends of thecolumns to allow movement of the vehicles. This space may form an aisleto allow exit of vehicles or may be only available for longitudinalmovement of vehicles in the columns. Exit can be by a vehicle turninginto such an aisle or by means of a temporary aisle.

If a column or multiple adjacent columns of vehicles are parted bymoving vehicles toward the ends of the column a temporary aisle may beformed. Temporary aisles can allow access to the front or rear ofvehicles adjoining the aisle and be used for loading or unloading groupsof vehicles as well as for access to remove the vehicle from the array.

First Description of Embodiments in the Figures. (FIGS. 1-5)

The vehicle depicted in the several figures is dimensioned with valuesbased the 2012 Toyota Prius, which is a specific common car in themarketplace. Various other vehicles from small model cars to largetrucks could be used in similarly structured embodiments. Because thisparking system is for specially designed vehicles, it is moreappropriate to base the embodiment on a specific marketplace vehiclethan on the American Association of State Highway and TransportationOfficials recommended vehicle commonly used for roadway design. Thenominal space requirement is 16 by 8 feet, but in various embodimentsmany other sizes and types of vehicles may be used. The arrays shown maybe for very small vehicles, perhaps used for autonomous vehicle deliverysystems, or for very large vehicles where the space savings of thisapproach represent substantial areas for each vehicle.

FIGS. 1-3 described below show the progress of one step of a cyclicalshuffle, which will, when an additional similar step is completed, bringthe selected vehicle 20 to the aisle 24 for access or exit from thearray.

Referring to FIG. 1, a parking area is shown defined by walls 22 withfour openings 23 for entrance or exit and two aisles 24. An array ofvehicles 21 is shown with 6 columns 25 and 5 vehicles in each column.One of the vehicles 20 is marked with an “X” on its roof to designatethat it is the selected vehicle for an access operation.

Referring to FIG. 2, a maneuver which forms one step of a cyclic shuffleus underway. Two vehicles 26 have left their columns and each isproceeding toward the column left by the other on the opposite end fromthe exiting vehicles departure. Completed and anticipated paths areshown as 27. The remaining 4 vehicles in each affected column have movedforward by a little more than one half of a vehicle length. In all 10vehicles have moved, preferably at the same time and without need for adriver to access each vehicle.

Referring to FIG. 3, the maneuver of FIG. 2. is completed. The twovehicles 26 which are changing columns have arrived in their newpositions. The remaining vehicles in the columns have moved forward therest of the vehicle space length to be in new spaces. The selectedvehicle 20 is one space nearer to the end of the column.

It may be appreciated that the vehicles are drawn in FIGS. 1-3 facingthe direction in which they are to move. This is show more clearly theintended direction of movement in the maneuver being depicted. Becausemost vehicles are a capable of moving in reverse as in a forwarddirection; the direction the vehicle faces may not be material and mayvary at random in the actual array of many implementations. Humanoperation of vehicles is much more convenient in the forward direction,but this may not be so for autonomous operation.

Referring to FIG. 4, an array of vehicles is shown with five columns 31parted by moving a portion of the vehicles toward each end wall of theparking area splitting each column into two columns 32 with a temporaryaisle 33 between the new columns. The vehicles are moved into the spaceof end aisles 24. There is a side aisle 36. A selected vehicle 20 is nowaccessible and is shown exiting the array by the side aisle and by path32.

One important advantage of creating a temporary access aisle in themanner of FIG. 4 is that this aisle allows access to all of the vehiclesalong the aisle for adding cargo. All of the vehicles in the array canbe quickly loaded in this way in preparation for rapid departure at ascheduled time. One such accessible vehicle 34 is shown with its rearcargo door open. In FIG. 4 the vehicles adjoining the temporary aisleare shown pointing in directions which access to the rear of eachvehicle is allowed from the temporary aisle 33 if that aisle is extendedthrough the four unparted columns 30. Additional temporary aisles couldbe created, one at a time, at locations 35 to allow access to additionalcolumns of vehicles. All of the vehicles could be accessed for loadingand unloading in three setups created by moving groups of vehicles. Thiswould allow, in a preferred embodiment and usage, efficient loading ofdelivery cargo for rapid dispatch.

Referring to FIG. 5, the array of vehicles has been expanded with anadditional column 37 and the temporary aisle 33 is now shown as adiagonal. The side access aisle (36 of FIG. 4) is no longer available.This still allows a vehicle path 27 for the vehicle selected for accessto the exit 23. This extreme packing of vehicles shows the use of thesemethods in situations where additional space is at an extreme premiumvalue. FIG. 5 also illustrates an advantage of the precision andreliability available in suitably designed automated vehicle movementbecause the spaces between the parted vehicles are narrow and requireserpentine movements to thread the selected vehicle out of the parkingarray.

Second Description of Embodiments in the Figures—4 by 4 Parking Area.(FIGS. 6-11)

Referring to FIG. 6 a small parking area is shown. It can be for a smallbusiness with a very limited allotment of parking space. There is aparking array 41 of two columns each holding two vehicles with verysmall spacing between the vehicles and the walls 22. A walkway 42 bringsa vehicle user 43 to call for a selected vehicle 20. The selectedvehicle is blocked by vehicle 40. All of the vehicles in FIGS. 6-8 areautonomously driven vehicles which can communicate with each other via alocal or global network. Vehicles parking in array 41 are required toaccept these communications and to cooperate in the execution of themethod herein described. The sensors and computer in each vehicle aresufficient to handle the details of maneuvers in tight spaces. Thedriver desires to access the selected vehicle.

Referring to FIG. 7 the vehicle user 43 of FIG. 6 has called for theselected vehicle with a device communicating over the network associatedwith the vehicles or otherwise reaching the selected vehicle. This canbe done with a fixed callbox located at a convenient point or with apersonal device carried by the driver. In the illustrated case acomputer in the selected vehicle assumes the role of a central computeras herein described. The central computer takes information from thesensors of the various vehicles in the parking array via the network andforms a model of the locations of the vehicles. It then forms a list ofmovements to be performed and transmits the relevant movements over thenetwork to the vehicles that need to move. Blocking vehicle 40 andselected vehicle 20 in accordance with movements in the list move overpath 44 to position the selected vehicle to exit the parking array

Referring to FIG. 8 the process of FIG. 7 is completed with the selectedvehicle 20 in position to be entered by the user and the blockingvehicle returned to the array. The array now has a vacant space toaccept a new vehicle if one comes along. It can be seen that thisprocess requires coordinated control of multiple autonomous vehiclesbecause of the need to move multiple vehicles from inaccessiblelocations.

Referring to FIG. 9, a block diagram of the overall components of asystem implementing this embodiment and others is shown. This diagramassumes that the central computer is separate from the vehicles beingcontrolled. Requests for access 100 are received from a user of thesystem by a central computer 101 tasked with coordinating the movementsof the multiple vehicles 102 in a array of vehicles. Requests areprocessed 103 and a algorithm is applied to select a set of requests forcoordinated movement. The set of requests is processed 104 into a set ofsimultaneous and sequential movements that bring the accessed vehiclesto points where access consisting of exit, loading, unloading or otheroperations are able to be performed. The movements are transmitted tothe vehicles over a communication network connecting 105 the centralcomputer to each of the several vehicles.

One particular vehicle 106 is not different from the others but issingled out to show its system components. The onboard computer 107receives the movement commands. The commands are processed incombination with inputs from vehicle mounted sensors 108 to producespecific motion command for motor, steering and other actuators 109. Inthe variations of different embodiments, the movement commands can beimplemented at different levels. They may be indirect references tolocations or geometric coordinates, absolute or relative locations,specify final locations or be broken into small steps, involve one wayor bidirectional communication and be either open or closed loops.

An important group of embodiments concerns those where a network ofsensors in the vehicles provide position information, where one or moreof the vehicles assumes the role of the central computer or both ofthese are implemented. Referring to FIG. 10, a vehicle 106 is singledout from the vehicles of the array. The vehicles of the array 102 havelocal sensors 108 which can sense information about their positionrelative to other vehicles or to markers in the parking area. Thevehicles have actuators for movement and steering 109.

The vehicle 106 is to take on the role having the central computer tocontrol movements of itself and other vehicles in the array. One or morerequests 100 are received to access one or more vehicles in the array.The computer of the selected vehicle 120 has or creates a model of thelocations of vehicles and the parking area, which can be in variousembodiments built from information acquired from local sensors, fromoutside sources or, here especially, from the local sensors of othervehicles in the array. This information is delivered over acommunication network 121 from the other vehicles in the array. Thecentral computer located in the singled out vehicle performs the stepsof FIG. 11 and send motion commands 122 to the other vehicles over thesame or another network of communication links.

Referring to FIG. 11, a diagram of the relationship between the steps inaccessing vehicles is shown. Requests 100 are received and handled by aprocess in the central computer to create a list 110 of outstandingrequests. Repetition 111 is shown for this and other list creation stepsto indicate that the steps are repeated whenever new input is acquiredfor that stage of the overall process.

The central computer generates batch request lists 112 which contain oneor more requests to be accessed concurrently. An important advantage ofthe method herein described is that, if movements of vehicles arepossible without physical interference, movements serving multipleaccess requests may be performed concurrently. It is also possible atthis stage to identify in certain cases vehicle movements which willserve multiple requests. Very simple algorithms, such as adding requestsas long as they do not require movements for multiple requests in thesame columns, are sufficient to implement an effective system; but muchmore sophisticated algorithms would provide substantial improvements inefficiency.

Once a batch of requests 112 is assembled a process is initiated togenerate a list 114 of vehicles to be moved to accomplish the goals ofthe batch of requests. In one embodiment, the list consists only offinal positions of vehicles that are in position for access. The controlis then passed to a process that generates a list of movements of boththe vehicles to be moved to access positions and of other vehicles thatmust be moved in order to accomplish that goal. A highly important partof this step is to break the movement pattern down into time steps andto insure that vehicles do not interfere with each other inaccomplishing the goal. Simple algorithms for this purpose will only doa few moves simultaneously thereby preventing interference. Highlysophisticated algorithms will be able to look ahead more steps and makemany movements at the same time. A concurrent movement list 116 isgenerated.

The central computer then executes movements 118 to accomplish thearrangement of vehicles for access. The movements can be controlled at afiner level of detail by feedback from fixed sensors built into theparking area or from sensors in the vehicles that sense either othervehicles or markers placed in the parking area.

Third Description of Embodiments in the Figures—Small Scale (FIGS. 6-8and 12-13)

Here, will be described an embodiment which consists of a way to use acommercially available robotics kit to build an application for theeducation and entertainment of the many robotics enthusiasts who buythis popular kit. The LEGO Group produces a robotics kit, trade namedMindstorms, of which the current basic model is their number 31313.Referring to FIG. 12, the first project recommended by the kit maker isa small vehicle 140 which has two powered wheels 141 operated byseparate motors 142 and a third unpowered wheel 143 which is a castorand swivels freely on a pivot 144. A programmable computer 145 isincluded in the kit and the vehicle. It can control the motor wheels tomake defined movements, take inputs from various sensors and exchangemessages 146 by means of a built-in wireless facility with other nearbysimilar computers or an operator control.

The embodiment primarily described in this section is an implementationof the situation shown in FIG. 6 scaled to the size of this kit andemploying four vehicles made from four such kits. A fifth kit providesan additional computer 147 of FIG. 12 for the human user to communicateas a remote control to register an access request. The method beingdescribed here is the way to access a selected vehicle 20 by bringing itto the location of the passenger 43 requesting the vehicle. In order toprovide a simple and easily understood embodiment as many actions andelements as possible have been eliminated leaving only those necessaryto the use of the concept of the invention of this situation.

It is assumed that each vehicle has an assigned parking spot and thelocations of the assignments for all vehicles are in each vehicle'sinitial computer data.

The four vehicles are in two columns with two vehicles in tandem in eachcolumn spaced as closely as possible and are inaccessible as stored. Arequest is wirelessly made by a remote control by the kit user to accessselected vehicle 20. The request is wirelessly received by the computerin that vehicle. An ultrasonic sensor 148, part of a kit or soldseparately by the kit manufacturer, is mounted on vehicle 20 anddetermines that blocking vehicle 40 is present in the space behindvehicle 20. The computer of vehicle 20 assumes the role of centralcomputer and computes a set of movements to allow the requested access.In this simple case the computation consists of selecting storedmovement details from a small set of possibilities. The movement forblocking vehicle 40 is transmitted by the wireless network from vehicle20 to vehicle 40 and the planned movements of the two vehicles 20 and 40are executed in coordination. The vehicles move along path 44 as shownin FIGS. 7 and 8. Thus, the selected vehicle is presented for access.

Referring to FIG. 13, a flow diagram of the relevant parts of theprogramming is shown. The computers in the kits are delivered with agraphic programming language suitable for implantation of the diagrammedsteps. A process in the vehicle to be selected begins 160 and encountersa block 161 which waits for an access request. A user 162 uses the fifthcomputer to send a message 162 which is received by the waiting block161. When a request is received the program flow goes to a decisionblock 164 which uses the ultrasonic sensor (148 in FIG. 12) to check forthe presence of a blocking vehicle 40 behind the selected vehicle 20.Because vehicles have assigned spaces the program in the computer forvehicle 20 can assume the only blocking vehicle possible is vehicle 40in the space behind vehicle 20. If a vehicle is detected a block 165 isexecuted that splits the program flow into two concurrent flows, one tomake movements of the computers own vehicle 20 and one to send a messageto vehicle 40. The first flow executes two movements 166 of vehicle 20.If the sensor check block 164 has not found a vehicle behind theoriginal single program flow rejoins to execute these movements. Thisfirst flow then loops or stops 167 depending on the programming forother actions that are not relevant here. The second flow of theconcurrent flow set executes a block 168 which transmits a message 169to vehicle 40 and then stops 170.

Referring again to FIG. 13, a flow diagram of the programming forblocking vehicle 40 is shown beginning at 171 and encountering a block172 which waits for the message 169 to execute movements. The firstrearward movement is coordinated by the message with the rearwardmovement of the selected vehicle 20. The second forward movement may beaccompanied by a delay to allow selected vehicle 20 to be out of the wayor could be coordinated by a front ultrasonic sensor similar to the rearfacing sensor 148 used by selected vehicle 20. The blocking vehicleprogram then stops 174.

Fourth Description of Embodiments in the Figures—Ferry Loading (FIGS.14-15)

Central computer and network movements can also be used to improve time,effort and space efficiency in loading a parking area with vehicles aswell as in accessing vehicles. An embodiment of the current inventionfor that purpose is now described.

Referring to FIG. 14, the deck 200 of a vessel to carry a cargo ofvehicles is shown. The shape is interrupted at several points forvehicle structure 201 and operation 202. Vehicles of various types andsizes have been loaded in close proximity and in numerous columns. Thespacing is too close to allow an operator to enter or exit a vehicle inplace. One typical driverless vehicle of each type is labeled 203. Onevehicle type 204 is assumed to have a human operator for each vehicle ofthe type. This driver, if necessary, has exited the vehicle before aneighboring vehicle was placed. This process is less efficient thandriverless loading but shows that a mixed load of driverless and driveroperated vehicles can be accommodated. It should be noted that somedriverless vehicles, e. g. 205, are place where complex maneuvering andsequencing are necessary in the loading process.

Referring to FIG. 15, a staging area 206 for the vehicles of FIG. 14 isshown. The vehicles have been delivered and lined up in columns forloading into the ferry. A specific area 207 is set aside for driveroperated vehicles. A central computer uses a network or communicationlinks to take control of the driverless vehicles and is acquiresinformation about the number and dimensions and maneuvering capabilitiesof the driver operated vehicles and the driverless vehicles. Theinformation could come from manual entry, from pre-established databasesor from the vehicles over the communication network or links. Thecomputer executes appropriate algorithms to compute a set of locationsfor placing the vehicles in the ferry of FIG. 14. The central computertransmits the locations to the driverless vehicles and coordinates thesequence of loading so that vehicles do not interfere with the loadingof other vehicles. Locations of allowed areas for vehicles to enter orcross in reaching may be transmitted to vehicles to augment or replaceinformation vehicles acquire from their own sensors.

The driver operated vehicles 204 leave their staging area 207 whencalled by a suitable communication means for drivers. This may be assimple as loudspeakers or may consist of a small device given to eachdriver to display directions for that specific driven vehicle. Driversmay be required to place their vehicles in specific places on the ferry.The places may be marked on the ferry or relative to other vehicles ordesignated by the direction display devices. The loading of driveroperated vehicles may be before, interspersed in or after the loading ofdriverless vehicles.

Fifth Description of Embodiments in the Figures—Two by Two Area Loading(FIGS. 16-18)

The vehicles and layout of FIGS. 6-8 and 12-14 are used to show anadditional embodiment. In this as well as embodiment descriptions twoand three, the layouts of FIGS. 6-8 and 16-17 are intended to show bothfull size vehicles in some embodiments and small vehicles built from therobotics kits in other situations. The movements are the same in bothcases but the vehicles and scale of the parking areas are different. Thedetailed description below is for a small scale implementation, but itwill also show the movements and operations of an implementation withfull scale vehicles. It will show the loading or parking of the smallscale vehicles into a small four vehicle parking area. Small scalevehicles are built from the kits described in the third embodimentdescription and shown in FIG. 12. The programming of the centralcomputers in these vehicles is shown in FIG. 18.

Referring to FIG. 16, a vehicle 210 is moved to an arrival space 212with a fixed location incorporated in the programming of that vehicle.Because the parking spaces for the vehicles are pre-assigned, theprogram for arriving vehicle 210 can assume that the only blockingvehicle 40 must be considered in reaching the assigned space. Thelocations of the vehicles and the set of movements here required arepre-computed in the assignment of spaces and incorporated in theprograms of the two vehicles involved. This pre-computation isaccomplished in a separate computer which makes blocks of programs ordata base entries to be stored in the central computer executing orcommanding the movements. The pre-computation considers vehicle count,type, dimensions and capabilities. Blocking vehicle 40 has in itscomputer a variable with three states: absent, changing and present.Arriving vehicle 210 transmits a query to blocking vehicle 40. If theanswer “changing,” arriving vehicle 210 waits as necessary whilerepeating the query. If the answer is “present,” the arriving vehicle'scomputer takes the role of central computer and transmits a messagecontaining information requesting a movement to the blocking vehicle 40.Blocking vehicle 40 moves backward along path 213 out of the way ofarriving vehicle 210. Thereby, executing the movement requested.

Referring to FIG. 17, the arriving vehicle 210 executes a movement inthe set of movements and moves along path 214 into its designated space211 (shown in FIG. 16). Then, in coordination as established by theprogram in the central computer in the arriving vehicle, the blockingvehicle executes the final movement of the set of movements and returnto its designated space along path 215. The vehicles are now arranged asshown in FIG. 6 as required.

Programming steps for the vehicle computers for this embodiment areshown in the depicted diagrams of FIGS. 18 and 19. These programmingsteps have been compiled by a computer by an algorithm to generateappropriate steps for each combination of arriving and parked vehiclestaking into account the geometry and dimensions of the parking area, theassigned spaces and the vehicles involved. Different program steps arestored in different vehicles as necessary. The program fragment for thearriving vehicle 210 is shown starting at 220. This is to occur when thevehicle arrives at the arrival space 212 of FIG. 16. The programimmediately enters a query block 221 and repeats the query until ananswer other than ‘changing’ is received to a query 222 made over thecommunication network or links to potential blocking vehicle 40. Thisinsures that the blocking vehicle is either out of the way or ready toaccept a command to move out of the way. If the reply is ‘present’ theblocking vehicle 40 must be moved out of the way. The program flow movesinto a concurrent process 223 set block which allows two processes toproceed simultaneously. It, thereby, assumes in this case the role ofthe central computer. Interactive processes can work in either an openloop mode as does the next step where a commanded partner is assumed toperform a commanded step after the appropriate time or in a closed loopmode where a command is followed by monitoring for confirmation ofcompletion. A concurrent block 224 is executed transmitting the message225 “Back Out” is from the arriving vehicle 210 to the blocking vehicle40. The alternate concurrent block 226 is a fixed interval delay tocoordinate the completion of the blocking vehicle's movement along path213 of FIG. 16. The arriving vehicle then moves according to block 227forward along path 214 of FIG. 17 to its allotted parking space 211. Theone remaining step for the arriving vehicle 210 is to send the message“Return Home” to the blocking vehicle 40. This is done by block 228which sends the message 229 to the blocking vehicle 40. The program thenstops. If the reply to the query of block 221 is absent then flow skipsto block 227 and the vehicle 210 moves directly into its assigned spacebecause the blocking vehicle 40 is not in the way.

Referring to FIG. 19, the programming steps for the blocking vehicle 40are diagrammed. Starting at block 240 the vehicle's computer begins aconcurrent process set 241 for two simultaneous processes. The firstprocess which loops continuously waits 242 for a query message 222 ofFIG. 18 from another vehicle. When a message is received the processresponds 243. Message path 222 is bidirectional and carries both thequery to block 242 and the response from block 243.

The second process initiated by block 241 transfers control to block 244which waits for a message 225 “Back Out” from another vehicle. When sucha message is received control passes to block 245 where the message isexecuted and a movement, along path 213 of FIG. 16, is made which iscoordinated by the central computer in the vehicle passing message 225to the movements of the vehicle passing the message. The process thenwaits 246 for a message “Return Home” 229 which coordinates the movement247 of the blocking vehicle back to its assigned space along path 215 ofFIG. 17. The process then stops at block 248.

In general, detailed description after this paragraph is added in thisapplication to description in the parent application.

Description of Operations in a Simple Embodiment

Referring to FIG. 20, a situation where multiple lanes 321 of autonomousvehicles 320 is shown. The vehicles are to pass a single lanerestriction 322 as quickly and efficiently as possible. The restrictioncould be because of a temporary condition such as road repairs or anaccident or it could be a permanent restriction such as a bridge, atunnel or a single lane mountain road. The vehicles enter a control zone325 as they pass a zone entry facility 323. A zone entry facility can bea physical gate where checks are made and control devices are handedout, a communications based electronic point of control transfer orimplemented in some other way. The vehicles are now sufficientlycontrolled by the zone authority to guarantee compliance with zonerules. In this case the vehicles are formed into a straight line withminimal spacing between vehicle and moved at a high rate of speedthrough the single lane restriction 322. At the end of the restrictionthe vehicles are directed toward multiple lanes and the zone exitcontroller 324 restores the vehicles to their individual autonomouscontrol.

Zone Operation Rule Messages

One category of zone operation rules is those that can be followedautonomously by vehicles once the zone authority has communicated themto the vehicles. In most cases, the zone authority will have proceduresto check that the vehicle being admitted to the control zone can betrusted to follow the rules as communicated. Examples of rules thatcould be followed autonomously by suitable vehicles include designationof speed, vehicle spacing and lane selection. These are only some of thepossible variables which could be governed by the rules. The particularbehavior can also be conditional based on conditions that are known orsensed by the vehicles. For example, the speed requested can be afunction of location and certain vehicles can be expected to know theirlocation by GPS or other means.

The zone authority can also issue instruction messages which tell thecontrolled vehicle the specific rules to follow in the controlled zone.

When the vehicle leaves the control zone it is released from the controlby the rule set. This can be the result of another message from the zoneauthority or may happen by the operation of the rule set.

Referring to FIG. 21 showing the control flow of one embodiment of thedisclosed concept, the zone authority 330 issues a message 331 to anuncontrolled vehicle 332 desiring to enter the control zone, causing thevehicle to enter a controlled mode. This is a message designed to causethe vehicle to enter a mode of controlled operation to follow the set ofzone rules. The vehicle becomes a controlled vehicle 333. The zoneauthority also issues an instruction message 334 which causes thevehicle to become an instructed vehicle 335. This message would compriseinformation to be used by the vehicle to follow the zone operationrules. In this first category the vehicle is then ready to be admittedto the zone and perform operations 336 autonomously in accordance withthe zone rules. The zone authority may issue a release message 337 orthe vehicle may be released by the operation of the zone rules andbecomes a released vehicle 338 and leave the control zone.

For rules in the category above, a message setting a variable in apre-established rule set would be a message comprising information to beused by the vehicle to follow the operation rules.

A second category of rules are those which require the controlledvehicle to respond to additional information transmitted to the vehicleby the zone authority.

The zone authority can provide markers and signs in the control zonewhich provide additional information to the controlled vehicle. Thesecould be fixed in their content or could be changed by the zoneauthority in response to conditions. They could be general incommunicating the same information to any vehicle or specificallyaddressed to specific vehicles. They would if so intended by the zonecontrol authority comprise a means of transmitting a message to avehicle to cause the vehicle to enter a mode of operation designed tofollow the zone control rules or a message to be used by the vehicle tofollow the zone operation rules.

The zone authority can communicate with the controlled vehicle toprovide modified or continuous control to implement rules. Any type ofcommunications link or network can be used.

Referring to FIG. 22 showing the control flow of one embodiment of thedisclosed concept where continuing control messages are used, the zoneauthority 330 issues a message 331 to an uncontrolled vehicle 332desiring to enter the control zone to cause the vehicle to enter acontrolled mode. This is a message designed to cause the vehicle toenter a mode of controlled operation to follow the set of zone rules.The vehicle becomes a controlled vehicle 333. The zone authority thenissues a stream of messages 339 to implement controlled operations bythe vehicle. This stream could provide periodic instructions or couldcontinuously control all details of the vehicles operation. A returncommunications path 340 could be used to make the control interactive orto report conditions and sensor data to the zone authority. Thesemessages would comprise information to be used by the vehicle to followthe zone operation rules. In this second category the vehicle would beadmitted to the zone and perform in various degrees of controlled orautonomous operation 336 in accordance with the zone rules. The zoneauthority may issue a release message 337 or the vehicle may be releasedby the operation of the zone rules and becomes a released vehicle 338and leave the control zone.

Provision of a Communication or Operational Device

Some autonomous vehicles can receive and implement the messages usingonly the equipment built into the vehicles. It is expected that when asystem using the disclosed concepts is widely implemented that builderof autonomous vehicles will make such provisions, but in other cases thevehicle provided communication or operational equipment will not besufficient in itself to perform the functions. In those cases, vehicleswould be expected to have provisions to integrate additional devices toaid in the vehicle control. The zone authority can then providecommunications and operational equipment to supplement the capabilitiesof the vehicle.

Referring to FIG. 23, an embodiment with a zone operator providedcommunication and operational device is shown. Vehicles 320 approach thezone entry facility 323 and each have a zone control device 350 attachedto the middle of the front bumper. In this case all vehicles in the zone325 have such devices provided by the zone authority. The devices areused to follow a signal emitting cable 351 embedded under the surface toguide the vehicles through the zone. In one particular version of thecontemplated embodiment, the devices receive information from the cablesignal to determine the location of the vehicle which is reported viathe return channel (340 shown in FIG. 3) to the zone authority whichissues control messages via the control message stream (339 of FIG. 3)to the controlled vehicle. This allows the zone authority to coordinatethe operation of multiple vehicles to accomplish the goals of the zoneoperation rules. When the vehicles arrive at the zone exit facility 324the devices are removed and the vehicles continue as released vehiclesoutside the zone.

Other uses of zone authority provided devices in various embodimentsinclude transmission and reception of zone authority messages, sensingof various conditions including zone configuration and objects and othervehicles. Some devices may augment the physical capabilities of thevehicles to provide additional traction, turning abilities, attachmentto zone equipment and other functions.

Integrating Driver Operated Vehicles

Zone authorities in certain embodiments of the disclosed concept wouldwant to admit driver operated vehicles to the zone of operation. Thesevehicles may be subject to some or all of the zone operation rules andor may have special rules applied for their operations. A preferredembodiment showing the operation of a zone rule that driver operatedcars must follow instructions on a zone authority display device and inthe illustrated case follow a designated autonomous vehicle is shown inFIG. 24.

In one group of embodiments controlled vehicles 350 are interspersedbetween autonomous 320 or driver operated vehicles 361 which may notthemselves be under the control of the zone rules. If the controlledvehicles operate at controlled speeds they can be used to control thespeed of the uncontrolled vehicles by their proximity and sequence in amoving group of vehicles. This can be used both directly for safety andto damp out or eliminate undesirable variation in speed such as theaccordion effect. Uniform speeds can contribute significantly tothroughput even though a minority of vehicles is actually controlled.

Both autonomous 320 and driver operated 360 vehicles are entering a zoneentry facility 323 for a control zone 325. Driver operated vehicles inthe figure have “DRV” on their roof. The autonomous vehicles are beingissued zone control devices 350 to follow a zone guidance cable 351through the zone as in FIG. 23. Driver operated vehicles are issued asuitable control device for their use 370 shown in FIG. 25. In thesituation of FIG. 24 a display screen 371 shows a control message 373.The particular message can be “follow a designated autonomous vehicle ata spacing of 1 car length. A specific driver operated car 361 isfollowing a designated autonomous vehicle 362 in the figure.

FIG. 25 shows an embodiment of a driver control device 370 as issued todriver operated vehicles by the zone authority. It shows a displayscreen 371 with a message 373 showing information to be used by theoperator to follow the zone operation rules. The screen is in this caseon a dashboard mount 372 for driver convenience. A communication link374 transmits the message 373 from the zone authority 330.

Zone Operation Rule Operations Zone Operation Rule Inputs

Zone rules can take into account many different inputs, some of whichare listed in this section. This list is not inclusive and other inputsare possible and contemplated. Operation of the rules typically dependson the values of these inputs.

The capabilities of the controlled vehicles is an important input. Theseinclude speeds and physical capabilities, autonomous operationcapabilities, ability to sense and coordinate with other vehicles andenvironmental features, communication capabilities, ability to reportback to the zone authority and assurances of reliability. The zoneauthority will in most cases tailor the admission privileges and theoperation of the rules to specific vehicles to these capabilities. Thistailoring can depend on both the nature of the capabilities and thecertification of the capabilities as received by the zone authority.

Feedback of conditions by the controlled vehicles is an important inputin many applications of these methods. This can include locationrelationships to other vehicles and to the zone configurations anddetection of obstacles or unexpected objects or conditions.

Outside parties may give inputs to the zone authority to affect theoperation of the rules. For example, if a zone authority can direct orrestrict manner, place or time of controlled vehicles leaving the zone,it may do so in response to a request from the zone authority of adifferent and downstream zone authority. If a stream of vehicles leavingthe zone is limited by outside conditions, then the zone authority maydecide that the costs and risks of maximum throughput are unnecessaryand slow vehicles within the zone.

The zone authority can operate sensors for conditions inside the zoneand use information gathered from them to control application of therules.

Zone Operation Rule Functions

In many embodiments of the disclosed invention the zone rules are usedto coordinate the simultaneous operation of multiple vehicles in thezone. Zone rules can also be used to control the locations, paths andspeeds of vehicles and to insure that markers in the zone are sensed andused appropriately.

An important function of zone rules in various embodiments is to controlthe speeds in coordination with the relative location of vehicles toeach other and to the configuration of the controlled zone. For example,in FIG. 23 the purpose of the zone may be to get the controlled vehicles320 which are already under the control of a guide device (buried signalcable) 351 through the zone as quickly as possible and to optimize thenumber of vehicles passed through the zone. Both the speed and therelative location are important to give the fastest possible throughput.

The zone rules can take into account several factors to make aneffective optimization. These include the reliability and accuracy ofcontrol of each type of vehicle, the configuration of the exact part ofthe control zone being traversed by the vehicles and conditions sensedby vehicles and by control zone sensors. The optimized solution may varybased on the risk level to be permitted and the current need for vehiclethroughput; that is, if there is no current need for high throughput dueto either low traffic levels or the current area not being a determinateof throughput, then slower speed can be commanded. While a goal of theoptimization would be maintaining a low risk of crash or other problem,some risk would always remain and it becomes an optimization variable;as are all goals.

In many embodiments zone operational rules are concerned with securityconcerns. The controlled vehicles can be allowed to use their own rulesor be operated by their own drivers but the zone rules can overridethese to make specific areas off limits. The security areas can bevaried by the zone authority both by time and by the particular vehicleor mission being controlled. Another advantage is that the zoneauthority does not need to reveal zone security rules except to theextent made necessary in the act of zone rule enforcement.

Zone security rules may involve checkpoints. A rule may direct a vehicleto a checkpoint or may take into account the existence or nature of acheckpoint clearance.

The control zone may have multiple exits. A function of the controlrules can be the selection of the exit to be taken by a particularvehicle. For example, a control zone could consist exclusively of theentrance to a tunnel with waiting areas and not include the tunnelitself. If the tunnel has multiple tubes, the control process couldhandle sorting vehicles by type or potential speed or separation forsafety of dangerous loads from each other or from passenger vehicles;e.g. the vehicles in front of or behind a load of flammable liquidscould be limited to trucks with low fire risk and not other trucks offlammable liquids or busloads of people. Another use in the case of amultiple tube tunnel entrance is balancing the load of the differenttubes.

The tunnel example of an embodiment above is one example of the sortingand priority uses of zone rules. There are many other uses than safetyincluding mission priority, expedition of Very Important Persons,reduction of weight concentration on bridges and the elimination of badsequences such a one car between two semitrailers.

The zone operation rules may be integrated with the mission of thevehicle being controlled. For example, if a controlled vehicle is tooprovide something or some service within the control zone then requestsfor that service may be processed along with the zone operation and thezone authority can send the controlled vehicle to the place where theservice is needed. This can be the main purpose of the zone, but anotherexample is of a secondary purpose. If the control zone is a multi-lanelimited access highway, then one type of controlled vehicle could beemergency and towing vehicles belonging to the zone authority itself.Those vehicles could be dispatched in an integrated manner with tohandle needs that arise in and are reported by the zone operations.

In most embodiments the zone authority will want to be tracking thecontrolled vehicles in a substantial level of detail. This can beaccomplished through the zone rules directly; e.g. having a specificrule require vehicles to report location or sensed circumstances. It canalso be accomplished by zone facilities such as sensors provided by thezone authority in combination with information from application of zonerules or assumption that vehicles will be following zone rules.

Parking situations are involved in some of the most importantembodiments. Any of the embodiments of the parent application and FIGS.1-8 and 14-17 can be implemented with the inclusion of zone control asdescribed.

Parking Areas as Controlled Operation Zones

The parking areas of FIGS. 1-8 and 14-17 can be controlled by a zoneauthority by the methods disclosed herein. A controlled operation zonewith a system of operation rules is established by the zone authoritywith control of the parking area, and a message is sent to autonomousvehicles entering the area which causes them to enter a mode ofoperation designed to follow the rules. The zone authority then sendsadditional messages which for part of the information that determinesand coordinates the operation of multiple controlled autonomous vehiclesin the controlled operation zone.

For an example of using controlled zone operations in parking autonomousvehicles consider FIGS. 6-8 which describe an operation of removing avehicle 20 from a small parking area. The entire area pictured in thefigures is the controlled operation zone and vehicles are taken undercontrol as the enter the area. The operations and movements of thevehicles themselves described in the section above headed “SecondDescription of Embodiments in the Figures—4 by 4 Parking Area” The zoneauthority executes the operations by issuing messages to be used by thecontrolled vehicles to follow the operation rules.

Indoor Areas as Controlled Operation Zones

Indoor driving areas can provide situations where control of vehicles bythe disclosed methods is suitable. There are indoor loading docks in thebasements of many multi-story buildings in built up areas in situationslike urban department stores. Operation of larger vehicles such assemi-trailers in these areas is difficult and risky. Referring to FIG.26 such a situation is illustrated. An inside loading dock area 380 isshown with a loading dock 381 having several bays 382 for vehicles.Obstructions 380 make maneuver in the area difficult and risky.Autonomous vehicles 320 enter through the zone entry facility 323 andreceive messages or devices that place them under the control of thezone authority. (See FIGS. 20 and 25). One particular autonomouscontrolled vehicle 384 has entered in a forward motion and been placedunder zone authority control. This vehicle has turned around and is inthe process of backing along path 385 to the last remaining open bay.With the obstructions this operation would be very difficult with ahuman driver and almost impossible with the built in facilities of manyautonomous vehicles, especially with the variety of capabilities thatdelivery vehicles from diverse suppliers arriving at a general loadingfacility would have. The zone authority controlling the movements with astream of commands would have built in provisions to handle the specialconditions of the control zone. In addition the zone authority cancoordinate the movements of other vehicles in the zone including boththose at loading bays and other vehicles that may be coming and going atthe same time. Vehicles at the completion of operations in the controlzone leave through a zone exit facility 324 which is at the samelocation as the zone entry facility in the illustrated situation.

Secured Areas as Control Zones

Areas where entrance is controlled but the security requirements varyfrom place to place provide another type of control zone suitable forthis methods of this disclosure. Referring to FIG. 27 a campus for asmall secure facility which constitutes a control zone 325 is shown. Thezone authority has set up a zone entry facility 323 and a zone exitfacility 324. Different vehicles are controlled with differentdestinations within the campus. The control of the vehicles is assumedto be both by the vehicle operators and the zone authority but thecontrol of the zone authority constrains the controlled vehicles fromentering specific secure areas 390 and 391 which are hatched in thedrawing. The rules are varied for different vehicles. For example,employee passenger vehicles 392 could be allowed to enter the specificsecurity area where the employee works 390 but not other secure areas391. A checkpoint 392 is shown. Vehicles entering the control zone canbe taken to the checkpoint for inspection before they visit other areas.The result of a checkpoint inspection can be taken into account.

Material below this line is added to the parent application in formingthis application.

Additional Definitions for the Current Application

The definitions given in this section are intended to apply throughoutthe specification and in claims.

A convoy of vehicles is two or more vehicles which are traveling inconcert in the same direction. There may be a need to control thesevehicles as a group. Vehicles of the convoy may travel in a determinedformation relative to other vehicles of the convoy, in a loose grouptraveling together, or generally following the path of the convoy withstops or diversions to perform various functions. An alternate term forconvoy would be a platoon of vehicles.

A vehicle may be a control vehicle, an escort vehicle, an escortedvehicle, an environmental vehicle or another vehicle.

A control vehicle is an escort vehicle who performs the function ofcontrolling the actions of the other vehicles by means of its movementsand positioning.

An environmental vehicle is a vehicle which is not part of the convoyand which by its presence or movements affects the progress of theconvoy.

A escort vehicle is a vehicle of the convoy with a function tofacilitate the progress of an escorted vehicle or vehicles or the convoyas a whole.

An escorted vehicle is a vehicle of the convoy which is to be assistedin traversing the route by one or more escort vehicles.

A VIP vehicle is a vehicle which carries a person or cargo requiringspecial security and protection.

Another vehicle is any vehicle which is not a control vehicle, an escortvehicle, an escorted vehicle, or an environmental vehicle.

Expediting the movement of the convoy may consist of any of thefollowing actions or a combination of these actions to allow fast orsafe movement of the convoy (a) providing information to a vehicle ofthe convoy that allows the convoy to move more quickly or safely acrossthe route, (b) providing information to a third party to allowconditions for passage of the convoy to be changed to allow the passageof the convoy (e.g. change signals, open gates or stop traffic) (c)instructing or blocking environmental vehicles to prevent interferencewith the convoy and (d) leading the convoy by the movements orpositioning of a control vehicle.

Modifying or determining the position of a vehicle includes modifyingthe route, speed or timing of a vehicle's movements where the positionof the vehicle is modified at at least one time.

Conditions affecting travel can be permanent aspects of the route suchas curves, grades or obstructions or temporary conditions such as othertraffic, stopped vehicles, or damage to the roadway or surface. They canalso be signs or signals encountered which are for the use of vehicles.

Operations of Vehicles in Convoys.

The operations of the vehicles in a convoy are coordinated either bytheir drivers, an autonomous vehicle operating system or by externalcoordinating systems. Coordinated operation can serve to increase theefficiency of a convoy in several ways. A vehicle with superiorresources can move at a faster pace. These resources can includesensors, control processors or communication links. Potentially slowervehicles can move at speeds that would not be safe if limited to theirown resources when following or otherwise protected by a pacing orguiding vehicle. Movement in a convoy may be more efficient thanindependent movement in other ways, such as with an escort vehicle ofthe convoy controlling signals or blocking potentially interferingtraffic.

One way to coordinate the operations of a convoy of vehicles is to havea lead vehicle. This vehicle can be followed by the other vehicles ofthe convoy. The lead vehicle can have communication devices to receiveinformation from outside the convoy or special sensors. It cancommunicate with other vehicles in the convoy by means of communicationdevices, displays or simply by its actions and presence.

Special information can be given to a lead escort vehicle. This can bein order to facilitate its operations in leading the convoy. In asecurity situation the information used by the lead vehicle can be keptsecret from the drivers or devices of other vehicles. For example, anautonomous escort vehicle working in area with a secret or classifiedlayout can use data about the layout without revealing unnecessaryinformation to escorted vehicles.

The lead vehicle or other escort vehicle can communicate with an outsidecoordinator or information source. Multiple convoys can be socoordinated. The information given by the outside source can consist ofcommands to be executed by the specific escort vehicle, by the convoy asa whole or to be relayed or otherwise applied by other vehicles in theconvoy. The outside source can also control signals not part of theconvoy affecting the operations of the convoy.

Detailed Description of the Drawing and Certain Embodiments

FIG. 28 shows a convoy of vehicles with an autonomous escort vehicle420, which is here a control vehicle. Escorted vehicles 421 are closebehind and are instructed to maintain a close spacing. Convoy isproceeding in a lane 422. Convoy is not using a non-travel lane 423 fortraffic in the opposite direction. In the pictured situation the controlvehicle is the first vehicle in the convoy, but in other situation thecontrol vehicle can be in any position either in the convoy andtraveling with it or in other positions not a part of the convoy. Theescort vehicle functions as a control vehicle because the escortedvehicles follow its movements.

The key function of the control vehicle 420 is to coordinate themovements of the other vehicles in the convoy. This can allow the convoyto move with speed or efficiency. There are many ways the presence of acontrol vehicle can expedite the movement of a convoy by improving itssafety, certainty, effectiveness or speed. For example, drivers of humandriven escorted vehicles can be told to maintain a certain distancebehind the control vehicle or another vehicle ahead and many will followthe instructions well even if they lacked the skills and confidence todrive as quickly or evenly on their own.

FIG. 29 shows an autonomous control and escort vehicle 420 with a sensoror sensor module 430. The module may be used sense a variety ofconditions including a fixed obstruction 432 (here a narrowing in thelane), a temporary obstruction 433 (here an overturned vehicle), or atarget to be sensed 431. It may also receive signals from a local signaltransmitter to convey information to be used in controlling vehicles,navigation, relayed instructions from a central control, or for otherpurposes. The sensing may be conducted over discrete or line of sightpaths 435 or by distributed or field related technologies. The signalsmay follow a discrete path 437 or again be distributed. The escortvehicle is followed here by several escorted vehicles 421 in a lane 422.The escort vehicle 420 adapts its path and progress to the sensed orreceived condition information and the following escorted vehicles 421adapt and modify their progress in turn.

FIG. 30 shows a plan view of a convoy of vehicles operating with widearea surveillance by one or more pilot vehicles. A convoy with twoordinary vehicles 421 & 447 and an autonomous control vehicle 420 isproceeding on a highway with four lanes 440 in the onward direction. Adistance ahead is an additional autonomous escort vehicle 441 makingadvance surveillance for the convoy. The vehicle is sensing a hazard 442which in the illustrated case is an environmental vehicle which has lostcontrol and come to rest against a post blocking one lane. The hazard issensed by a sensor module 430 on the advance vehicle by sensing overpath 435 and a signal 443 is passed to a central control station 444with an antenna 445. The signal is processed with the possible additionof other known information such as related hazards, safe speeds andactions taken by other units. A second signal 446 is sent to the controlvehicle 420 which adjusts the speed, path and other parameters of travelaccordingly.

FIG. 31 also shows mechanically linking an escorted vehicle 447 to anautonomous control vehicle 420. In the illustrated embodiment mechanicalarms 448 are built into the control vehicle which take a position togrip the escorted vehicle. Other mechanical attachment devices such astow bars or sockets built into the vehicles can be used. They can beadapted to connect moving vehicles or the vehicles can stop during theformation of the convoy for attachment. Other embodiments can allow thetowing of disabled or unpowered vehicles in a like manner.

FIG. 31 shows front and side views of an autonomous vehicle designed forescort and control vehicle duty. Use of such a vehicle constitutes thepreferred embodiment of the invention. A control vehicle 450 is shown infront and side views. This vehicle is designed for high visibility andcommunication with environmental vehicles. Side 451 and front 452display panels communicate orders and instructions. Front 453 and rear454 sensor modules detect environmental conditions and vehicles.Markings for visibility 455 and bright painting allow environmentaldrivers to easily detect this vehicle. Warning lights 456 similar toemergency vehicles serve to make the vehicle more visible and signalconditions. Sound ports 457 emit audible warnings and commands toenvironmental vehicles

Referring to FIG. 32 protection by escort vehicles for an escortedvehicle which is a VIP vehicle is shown in plan view. A vehicle to beprotected (VIP vehicle) 460 is proceeding under escort by a number ofautonomous escort vehicles. This vehicle could be for example part of aPresidential motorcade with two of its own (non-autonomous) escortvehicles 461. Autonomous control vehicles 462 are blocking cross trafficof environmental vehicles 463 which would potentially threaten theprotected vehicle. An additional escort vehicle 464 is racing ahead toblock additional downstream intersections. The temporarily detachedcontrol vehicles 462 illustrate that escort vehicles traveling generallywith the convoy can make smaller diversions from the path of the convoyto accomplish the purpose of escorting the convoy.

FIG. 33 shows the high speed escort of a VIP vehicle. A VIP vehicle tobe escorted at high speeds 460 is accompanied by an ordinary(non-autonomous) escort vehicle 461 and an autonomous escort vehicle470. The autonomous escort vehicle can be equipped with any of thesensory and communication systems described in other figures. Thesevehicles are proceeding at a high rate of speed to deliver the VIPvehicle on a multi-lane highway. The four lanes directed in thedirection being traveled are shown 440. An advance group of 3 autonomouscontrol vehicles 471 is clearing an environmental vehicle 463 from thelanes to be traveled by the high speed motorcade. These advance vehiclescan be equipped with various devices to communicate with vehicles to beherded out of the way such as bullhorns, flashing lights, electronicsignboards with messages such as “get to Right,” or with moresophisticated communication equipment when environmental vehicles arerequired to be prepared to receive messages. The advance controlvehicles as well as the escort autonomous vehicle are in someembodiments in communication with central control systems when theseexist and can have sensors to report conditions and modify theirbehavior.

FIG. 34 shows a situation where coordination between autonomous escortvehicles and traffic signals can be used to facilitate operations. Aconvoy of vehicles escorting a VIP vehicle 460 is proceeding led by anautonomous escort vehicle 470 and containing 2 ordinary escort vehicles461. Because of the high priority of this convoy traffic signals 482 (7are shown 1 is with a label) are set to expedite the convoy by signals483 from the antenna 445 of a central control 444. The settings for thesignals are calculated using information reported by escort vehiclesover two way communication links 484 with the central control. Oneautonomous control vehicle 480 of another convoy has delayed itsescorted vehicle 481 and stopped to allow the high priority convoy past.This is a method of coordinating the movements of a second convoyconsisting of a autonomous control vehicle 480 and an escorted vehicle481 with the subject convoy. Another autonomous escort vehicle 462 ofthe priority convoy has placed itself to block environmental vehicles463 to allow unimpeded passage of the high priority convoy.

FIG. 35 shows an embodiment where a convoy of vehicles can be used formore general control of traffic here along multiple lanes 440. Controlvehicle 490, which is autonomous, leads a convoy of two other policevehicles 491 to form a rolling roadblock. Both the additional policevehicles 491 and the general vehicles 492 being controlled by therolling roadblock are escorted vehicles in this situation. Rollingroadblocks are used in situations where driver habitually travel atexcessive speeds. They can slow the movement of large amounts of trafficto safe speeds. One lane is not physically blocked in the figure. In thedepicted embodiment the general vehicles are instructed that it is notallowed to pass such a rolling roadblock. This instruction can be bymeans such as a general regulation or law, a zone rule or a sign on thepolice vehicle which might say “do not pass rolling roadblock.” Anothermeans of coordinating with general vehicles would be to have signs “tuneradio to frequency or channel for instructions” with local broadcastingby the zone operator.”

The operation of the road block vehicles 490, 491 can be coordinated bypositioning the vehicles, visual signs such a lights an blinkers or bysignals. Signals 493 can be sent directly from the escort vehicle 490 toan escorted blocking vehicle 491 or sent 494 to a central station 444with an antenna 445 and relayed perhaps with additional coordination orinformation by the central station to the escort vehicles.

FIG. 36 shows an embodiment where a convoy of snowplows 490 form theescorted vehicle part of the convoy with an autonomous escort andcontrol vehicle 491 going ahead to determine conditions. The controlvehicle is equipped with sensors 492 for conditions; and has detected493 a stalled environmental vehicle 494 which interferes with the pathof the convoy. The control vehicle signals 495 a central station 444,which may add or process the information before passing it via signal496 to one of the escorted vehicles. That vehicle and one other escortedvehicle are equipped with vehicle to vehicle communication systems. Thesecond escorted vehicle is notified by a signal 497. The third vehicleobserves the movements of vehicle 491 and has moved over in response toa flashing light 498 on the rear of escort vehicle 491 which signifiesan obstruction is ahead.

FIG. 37 shows a convoy of police vehicles capturing a fugitive vehicle.Control vehicle 500 has formed a convoy with escorted vehicles 501 tocapture a dangerous fugitive vehicle 502 in a high speed chase.Traveling on a two lane road 440 the fugitive vehicle is stopped at achoke point, here a small bridge 503, by position the control vehicle torestrict its movements. The escorted vehicle(s) place themselves basedon the full range of communication methods and modes described in otherembodiments.

Fugitive vehicle 502 is also an escorted vehicle as it was,involuntarily, placed in a convoy by control vehicle 501 and it'smovements were modified by the placement of vehicle 500. Stopping orcapturing fugitive vehicles by police or other authorities is dangerousbut may be deemed necessary. Most police agencies have rules in placewhich severely control and often forbid such actions. It is difficult toenforce these rules because such “high speed chases” arise suddenly. Theemotions of drivers are highly stressed and many accidents occur. Use ofa coordinated convoy of autonomous vehicles would provide a much greaterability to enforce rules and eliminate the dangers to drivers. In thedepicted case the chased vehicle has come into contact with twovehicles. In many actual cases chased vehicles crash into chase vehiclesat high speeds. Human drivers are also subject to danger from armeddrivers who emerge from stopped vehicles. In other cases, the drivers ofpolice or other chase vehicles being emotionally in a extreme state havefired unnecessarily on the driver of the pursued vehicle.

FIG. 38 shows a convoy of trucks moving in a coordinated manner to allowimproved fuel economy by a process of commonly called “drafting.” Thetruck 505 is an autonomous escort and control vehicle which has formed aconvoy with two escorted vehicles 506. The vehicles move in very closetandem formation to reduce the air resistance and fuel consumption ofthe convoy as a whole. Autonomous operation allows closer formationsbecause of the possibility of predictable and rapid response withspecial purpose computer control. The gap between vehicles 507 isminimized. Current practice for efficient truck transportationemphasizes multiple trailers to reduce the number of drivers and thefuel consumption per unit of load moved. Here because of the use ofautonomous vehicles separate vehicles may not require additional, orany, drivers and fuel efficiency can be maximized by forming closeformations. At arrival in a destination area or before convoyseparation, the vehicles can separate for delivery or pickup atdisparate locations. Vehicles capable of both autonomous and drivercontrolled operation can add drivers for those segments.

What is claimed is:
 1. A method comprising: receiving, by a computingdevice of an autonomous vehicle of a plurality of autonomous vehicles,instructions to travel to a target location; determining, by thecomputing device of the autonomous vehicle, that the autonomous vehicleis blocked from traveling to the target location by one or more blockingautonomous vehicles of the plurality of autonomous vehicles located atone or more blocking locations; and causing, by the computing device ofthe autonomous vehicle, coordinated movements by the autonomous vehicleand the one or more blocking autonomous vehicles to be performed toallow the autonomous vehicle to travel to the target location, whereinthe coordinated movements include at least one of the blockingautonomous vehicles returning to its respective blocking location afterallowing the autonomous vehicle to travel to the target location.
 2. Themethod of claim 1, wherein causing coordinated movements by theautonomous vehicle and the one or more blocking autonomous vehicles tobe performed comprises: sending, by the computing device of theautonomous vehicle, to one or more computing devices of the one or moreblocking autonomous vehicles, an indication that the autonomous vehiclehas received the instructions to travel to the target location, whereinthe indication is configured to cause the one or more computing devicesof the one or more blocking automotive vehicles to determine one or moreof the coordinated movements.
 3. The method of claim 1, wherein thecoordinated movements are determined collectively by the computingdevice of the autonomous vehicle and one or more computing devices ofthe one or more blocking autonomous vehicles.
 4. The method of claim 1,wherein: the coordinated movements comprise respective movements by eachof the autonomous vehicle and the one or more blocking autonomousvehicles; and the respective movements of each of the autonomous vehicleand the one or more blocking autonomous vehicles are determined by thecomputing device of the autonomous vehicle and one or more computingdevices of the one or more blocking autonomous vehicles, respectively.5. The method of claim 1, wherein determining that the autonomousvehicle is blocked from traveling to the target location is based on oneor more of: sensors or markers associated with one or more autonomousvehicles in an area comprising the plurality of autonomous vehicles; orsensors or markers associated with the area.
 6. The method of claim 1,wherein the coordinated movements are determined based at least on knownlocations of the autonomous vehicle and the one or more blockingautonomous vehicles in a mapped area.
 7. The method of claim 1, whereinthe computing device of the autonomous vehicle resides in: one of theplurality of autonomous vehicles; or a location external to theplurality of autonomous vehicles.
 8. One or more computer-readablenon-transitory storage media embodying software that is operable whenexecuted by a computing device of an autonomous vehicle of a pluralityof autonomous vehicles to: receive instructions to travel to a targetlocation; determine that the autonomous vehicle is blocked fromtraveling to the target location by one or more blocking autonomousvehicles of the plurality of autonomous vehicles located at one or moreblocking locations; and cause coordinated movements by the autonomousvehicle and the one or more blocking autonomous vehicles to be performedto allow the autonomous vehicle to travel to the target location,wherein the coordinated movements include at least one of the blockingautonomous vehicles returning to its respective blocking location afterallowing the autonomous vehicle to travel to the target location.
 9. Theone or more computer-readable non-transitory storage media of claim 8,wherein the software is further operable when executed by the computingdevice of the autonomous vehicle to: send, to one or more computingdevices of the one or more blocking autonomous vehicles, an indicationthat the autonomous vehicle has received the instructions to travel tothe target location, wherein the indication is configured to cause theone or more computing devices of the one or more blocking automotivevehicles to determine one or more of the coordinated movements.
 10. Theone or more computer-readable non-transitory storage media of claim 8,wherein the coordinated movements are determined collectively by thecomputing device of the autonomous vehicle and one or more computingdevices of the one or more blocking autonomous vehicles.
 11. The one ormore computer-readable non-transitory storage media of claim 8, wherein:the coordinated movements comprise respective movements by each of theautonomous vehicle and the one or more blocking autonomous vehicles; andthe respective movements of each of the autonomous vehicle and the oneor more blocking autonomous vehicles are determined by the computingdevice of the autonomous vehicle and one or more computing devices ofthe one or more blocking autonomous vehicles, respectively.
 12. The oneor more computer-readable non-transitory storage media of claim 8,wherein determining that the autonomous vehicle is blocked fromtraveling to the target location is based on one or more of: sensors ormarkers associated with one or more autonomous vehicles in an areacomprising the plurality of autonomous vehicles; or sensors or markersassociated with the area.
 13. The one or more computer-readablenon-transitory storage media of claim 8, wherein the coordinatedmovements are determined based at least on known locations of theautonomous vehicle and the one or more blocking autonomous vehicles in amapped area.
 14. The one or more computer-readable non-transitorystorage media of claim 8, wherein the computing device of the autonomousvehicle resides in: one of the plurality of autonomous vehicles; or alocation external to the plurality of autonomous vehicles.
 15. A systemcomprising: one or more processors of a computing device of anautonomous vehicle of a plurality of autonomous vehicles and one or morecomputer-readable non-transitory storage media coupled to one or more ofthe processors, the one or more computer-readable non-transitory storagemedia comprising instructions operable when executed by one or more ofthe processors to cause the system to: receive instructions to travel toa target location; determine that the autonomous vehicle is blocked fromtraveling to the target location by one or more blocking autonomousvehicles of the plurality of autonomous vehicles located at one or moreblocking locations; and cause coordinated movements by the autonomousvehicle and the one or more blocking autonomous vehicles to be performedto allow the autonomous vehicle to travel to the target location,wherein the coordinated movements include at least one of the blockingautonomous vehicles returning to its respective blocking location afterallowing the autonomous vehicle to travel to the target location. 16.The system of claim 15, wherein the processors of the computing deviceof the autonomous vehicle are further operable when executing theinstructions to: send, to one or more computing devices of the one ormore blocking autonomous vehicles, an indication that the autonomousvehicle has received the instructions to travel to the target location,wherein the indication is configured to cause the one or more computingdevices of the one or more blocking automotive vehicles to determine oneor more of the coordinated movements.
 17. The system of claim 15,wherein the coordinated movements are determined collectively by thecomputing device of the autonomous vehicle and one or more computingdevices of the one or more blocking autonomous vehicles.
 18. The systemof claim 15, wherein: the coordinated movements comprise respectivemovements by each of the autonomous vehicle and the one or more blockingautonomous vehicles; and the respective movements of each of theautonomous vehicle and the one or more blocking autonomous vehicles aredetermined by the computing device of the autonomous vehicle and one ormore computing devices of the one or more blocking autonomous vehicles,respectively.
 19. The system of claim 15, wherein determining that theautonomous vehicle is blocked from traveling to the target location isbased on one or more of: sensors or markers associated with one or moreautonomous vehicles in an area comprising the plurality of autonomousvehicles; or sensors or markers associated with the area.
 20. The systemof claim 15, wherein the coordinated movements are determined based atleast on known locations of the autonomous vehicle and the one or moreblocking autonomous vehicles in a mapped area.